Internal-combustion engine



M 3192. ay 7 l.. DYcK N INTERNAL oMBUsTIoN ENGINE- 3 Sheets-Sheet 1 Filed Dec.

May 3,1927.

1,621.1 60 L. DYcK- j INTERNAL COMBUSTION ENGINE Filed Deo.. 29.1925' 3 sheepsheet 2 J7 .zz

l 1,627,160 I May 3, 1927. L' DYCK INTERNAL coMBusTIoN ENGINE Filed Deo. 29, 1925 3 SneetsSheet 3 Patented .hillary 3, 1927.

uurED-fslATEs' LIONEL DYCK, OF CHICAGO, ILLINOIS..

l 'mnnnnnoomus'rronENGINE.

e Apputaton m'a'necember 2e, 1925. serial No; 78,081.

I My invention relates to internal combustion engines, and the same has for its main object to improve generally on' an en 'ne vconstruction of this class and'to rovi e a lv novel simplified construction whic will be .efficient in use and economical in manufacture. A- further object is to `provide n construction characterized by having two separate inlet fuel passages leading to each cylinder, by having means for force-feeding thel fuel through said passages, and by hav- `1 ing means for force-exhausting the spent lgases of combustion. Still a further object is to provide a .structure of the character i specified in which provision is made to force- :feed the fuel-into the ,cylindergduring the first half v or portion of the compression stroke of the piston and to force-exhaust the spent gases duringthe second half or portion of the power stroke of thepiston.

Uther obJects will appear hereinafter. The invention consists in the combinations and arran ementsof parts hereinafter described an claimed.

The invention will be best understood by reference to the accompanying drawin forming a part of this specification, and 1ny which,

Fig. 1 represents atop plan view of an internal combustion engine produced in accordance with the present invention;

Fig. "2 represents a sectional detail show-V ing the two exhaust portsfor veach cylinder, this view being taken on'the line 2--2 ofss Fig. 1;

Fi 3 represents a cross section taken/0 the line 3-3 of Fig. 1; and,`

Fig. 4 represents a cross section taken on the line 4--4 of Fig. 1.

In the drawings wherein for the purpose of illustration, is shown a preferred embodiment of the invention-in a. structure for use as a powernplant for a motor vehicle,fthe, numeral 5 represents in general an elongated cylinder block provided with the cylinders 6 preferably arranged in line as shown, the .'cy

inder block being suitably bolted or otherwise secured upon a suitable elongated crank `casing 7 composed of an upper part 8 and a lower part 9 each flanged as at 10 for receiving the stay bolts 11.

With the rear end of the cylinder block 5 is associated a transmission gearcase 1 2 of any suitable design; and with the front mani end of said cylinder block is vassociated a gear case 13 of a design suitable for containingA a ily4 wheel 14, timing gears 15 and 16,

and also a gearing train which will be more cylinder for reciprocating movement is aA suitable piston 17 having connection through Va connecting rod 18 with a crankshaft 19 whichis operatively mounted in the crank casing 7. Each of the cylinders is provided with a suitable cylinder .head 20 in which is asuitable water passage 21, communication between the water passages 21 -of the .several cylinders being insured, by a connecting waterv conduit 22. Each cylinder head is equipped with the usual spark plu 23 for ignitng the fuel when com resse in the usual manner by the piston. rojecting outlwardly from one side of each cylinder are two side bridges 24 and 25 arranged one spaced over the other in vertical alinement. `The upper bridge 24is located adjacent the cylinder head 20 and is provided with a fuel inlet passage 26,-v and a fuel inletrport 27 which opens into an inlet passage 28 adjoin ing the cylinder head and in cmmunication with the interior of the cylinder at the point of highest compression.` The lower bridge 25 has a fuel inlet opening 29 and an'inlet port .30 in communication-with an inlet passage 31 which opens into the cylinder at a point j ust above the mid-stroke of the piston. The

fuel inlet passages 26and 29 receive then fuel from inlet passages 32 and 33 respectively,

which represent branches leading off from' a manifold lpassage. 3 4 provided in a fuel manifold block 35 which is suitably bolted to the upper and lower bridges 24 and 25 of i ers.` Preferably mounted in the the c lin fbld block 35 is a rotor 36 which draws the fuel through the supply ipe 37 from the carburetor .3S-and force-fee s it into the cylinder through the fuel inlet passages., From what has beensaid, .it will be understood that each cylinder is thus equipped ,with two fue-1 inlet passages, one located at the point of Y highest; compression'and the other located at a pointv just above the mid-stroke of the piston.,

Suitable valves 39 and 40 are arranged on `a push rod or tappet member 41 for controlling the' respective fuel inlet' ports 26 and 30. The push rod or tappet member 41 .is suitably mounted for reciprocating movement in thebridges 24 and 25 and also in a block 42 arranged in the top8v ofthe crank casing. On'itslower end the push rod-or tappet member 41 is furnished lwith a roller 43 adapted to bear directly' against the periphery of a cam-44" fast onthe timing shaft 45 carrying the timing gear 15. A

spring 46 acts' on the push rod or tappetw member 41 so as to keep the' valves 39 and 40 seated atk all times except when the high point. of the cam 44- engages the roller 43 toallow the admission of fuel into the cylinder. As illustrated in Fig. 4, the timing gear 15 is driven by a pinion 46" on the'.

. crank shaft 19. This entire arrangement is such that the` valvesI 39 and 40 are unseated for the admission of fuel only during the first `half of. theJ compression stroke of the.

piston 17. p,

Each cylinder is also provided with upper and lower bridges 47 and 48, of which each upper bridge has an exhaust passage 49 into which the burnt gases or products of combustion enterthrough two exhaustv ports 50 ,from an exhaust passage 51, the last named beingunder the cylinder head at the point of highest compression. Each exhaust pass'- age 49 communicates with an exhaust passlage` 521 which represents a branch of the manifold passage 53 in manifold block 54 which is suitably` bolted to the upper and lower bridges 47 and 48. Associated vwiththe' manifold block 48 is a rotor 55 which draws or sucks the burnt gases from the exhaust passage 'andl discharges into an exhaust manifold 56. IEach exhaust port 50 .has a valve 57 co-operating therewith; and

This* entire exhaust arrangement is such-'- 'that the exhaust valves 57 are only opened for the discharge of the burntgases during the second half of the power stroke yof the piston. The cylinders are surroundedwith suitable water passages 63 in 4communica-y tion with anyl suitable circulation system.

The' rotors 3 6 and 55 are driven at a speed greatly inv excess of the speed of the crank shaft.. To thisI end, I preferably employ' a chain of speed increasing gears which arel operated by the fly-wheel gear 14.l In the present construction the speed increasing gears comprise an arrangement of pinions 64 and `gears 65 suitably arranged between the fly-wheel gear 14 and a center gear 66.

The pinions and ,the gears comprising the chain are mountedv on suitable shafts oper atively arranged in a frame`67'secured in the gear casing. The center gear 66 drives the rotor 36 through gears 67 and 68; and itfalso drives the` other rotor 55 through the gears 69 and 701. p

.Fr'om the foregoing description taken in cbnnection with the accompanying drawings,

it Will be seen that' I have provided an inter-` nal combustion engine .which visvery simple in construction and in operation and which can be cheaplyY manufactured and easily assembled. l

In operation, the valves39 and 40 are unseated for the'admission of fuel into the cylinder during the iirstghalf of the compression stroke when the piston moves up- .wardly from its bottom terminaljof movement to midway positionfas shown in Fig. 3, but they arey closed forI the compression ofthe admitted` fuel during the second half of: the compression stroke when the piston continues upwardly from midwa position to its top terminal of movement. lgurin the entire compression stroke of the piston rom its bottom terminal of movement to its top terminal of movement," the exhaust valves' 57 are' closed. The moment the piston attains its topf terminal4 of movement the compressed fuel is exploded by the spark l of the spark plug. During the entire power stroke when the piston moves downwardly from the top terminal of movement to th bottom terminal of movement, the valves 39 vand 4U are closed, but the exhaust valves 57 are unseated for the discharge of the spent gases of combustion during the second half of the power stroke when the' piston moves downwardly from its midway position to its bottom terminal of movement By this arrangement it will be evident that first the admission of the fuel and then the compression thereof takes place during the.

upward stroke of thepiston, while first the firing and expansion of the. exploded gas and then the exhaust of ,the roducts of combustion'take place during t e downwardstroke ofthe piston. By providing two vfuel in lets, one located just beyond the mid-upward-stroke of the piston and the other located adjacentthe cylinder head, a full charge of fuel can be forced into the Vcom-` bustion. chamber by the rapidly revolving rotor during the,v first half of the up-stroke of the piston and similarly from the provision 1,627,1ee Y of the two exhaust ports adjacent the l der head, the products of combustion can be effectually sucked from the cylinder by the suction rotor during the second half of the down-stroke of' the piston.

While I have illustrated and described the preferred form of construction for carrying my invention into effect, this is capable of variation and parting from the spirit of the invention. I, therefore, do not wish to be limited to the precise details of construction set forth, but desire to avail myself of such variations and modifications as come within the scope of the appended claims.

Having described my invention, what I claim as new and desire to secure by Letters Patent is.:

1.*An internal combustion engine includ ing a cylinder and a reciprocating piston therein; a pair of fuelin et passages for te cylinder; one discharging tliereinto at t 'e 'disc urging thereinto at a point substantialbetween the mid-stroke 'of the piston and 1 tl'ie terminal of the compression stroke j thereof; a rotor arranged to force-feed. the

fuel through said passages into the'cyl'- ,inder; and valves controlling the flow of fuel modification without .des

lpoint of highest compression; the other through said passages, substantially as described. A

2.i An internal lcombustion engine including a; cylinder with a `reciprocating' piston therein; a crank shaft having operative connection with the iston; a pair of inlet passages leading to t e cylinder, one opening thereinto adjacent the cylinder head and the other opening thereintonear the midstroke of the iston an exhaust passageadjacent' the cy inder head; a rotor arranged to force-feed the fuel through the said inlet passages; a rotor arranged to force-exhaust thespent gases through said exhaust passage; timing devices operated from said crank shaft; tappet members under the control of said timing devices provided with valves controlling each of said inlet passages and said outlet passage; said timing devices being arranged to open both the fuel inlet valves during l the first half of the compression strokes of the piston and to open they exhaust lvalve during the second half of the power strokes thereof, substantially as described.

In testimony whereof I have signed my name to this specification.A v

' LIONEL DYCK. 

